Clasp brake



H. S. WHITFORD CLASP BRAKE octgzs, 1937.

Filed Oct. 22, 1936 5 Sheets-Sheet 1 Oct. 26, 1937. H. s. WHITFORD CLASP BRAKE 5 Sheets-Sheet 2 Filed OCT. 22, 1936 I /am;

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Oct. 26, 1937. H. s. WHITFORD CLASP BRAKE Filed Oct. 22, 1936 5 Sheets-Sheet 3 M M EN, MW MUN ww &\ ms 1 NM Oct. 26, 1937. H. s. WHITFORD CLASP BRAKE Filed Oct. 22, 1936 s Sheets-Sheet 4 Patented Oct. 26, 1937 UNITED STA'EES attain CLASP BRAKE Harry S. Whitford, Fountain Hill, Pa, assignor o Bet ehem Steel Company, a corpcrat-on of Pennsylvania Application Octeber 22, 1936. Serial N... 106,948

28 Claims.

My invention relates to brakes for railway cars and more particularly to brakes of the beamless clasp brake type, and it is: an object of this invention to provide an improved means for insuring eoualized pressure on the wheels at opposite sides of the car truck which will be effective in all positions of the truck.

Another object of my invention relates to the arrangement of the live truck levers for the brake shoes on one side of each wheel, each of said live truck levers having a pair of vertically disposed fulcrum levers at each side thereof which are pivoted thereto at an intermediate point.

A further object of my invention relates to the arrangement of the live truck levers and the fulcrum levers in substantially the same vertical plane as that of the wheel treads.

Another object of my invention relates to the manner of connecting the dead truck levers and fulcrum levers together so that when the equalizing bar connected thereto is actuated in applying the brakes all of the brake shoes will be pulled in a straight line against the tread of the wheels.

A further object of my invention relates to the manner of connecting the brake rigging of one truck with that of another truck or a part thereof.

Another' object is to use as far as possible duplicate or similar parts, in order that construction and maintenance may be effected at a minimum cost.

Another object of my invention relates to the manner of forming the brake heads each with a contact projection, eachadapted to engage an adjustable stop to maintain the brake head and shoes carried thereby in proper position relative to the wheel tread with which it comes in frictional contact, and to provide a simple and efiicient means for equalizing the wear of the brake shoes.

Other and further objects of and advantages achieved by my invention will be apparent from the following description of the approved embodiment thereof.

Having thus given a general description of the objects of my invention, I will now in order to make the same more clear, refer to the annexed five sheets of drawings forming a part of this specification and in which like characters of reference indicate like parts.

Figure 1 is a side elevation of a part of a high speed electric train showing one car and a part of the adjacent car attached thereto, illustrating diagrammatically the application of my invention.

(Cl. l.8856) Figure 2 is a side elevation of slightly more than half ofthe truck for supporting the articulated ends of the cars, showing the brakes for the wheel set.

Figure 3 is a side elevation of the motor truck, the brake rigging being shown in the set position.

Figure 4 is a top plan View of one of the takeup devices between one of the pair of dead levers and the ends of a pair of connecting bars, the dead levers being shown in section. 10

Fig. 5 is a vertical section through the takeup device taken on the line 55 of Fig. 4. i

Fig. 6 is a transverse section through the takeup device taken on the line 6-6 of Fig. 5.

Fig. 7 is a top plan view of the motor truck showing my improved brake rigging attached thereto. 7 v

Fig. 8 is a top plan view of slightly more than half of the truck shown in Fig. 2.

Fig. 9 is a detail side elevation of one of the adjustable stops which are attached to the ends of the truck frame for engaging the contact projection of the brake heads to maintain the brake head and shoes carried thereby in proper posi- .1, tion relative to the wheel tread. 25

Fig. 10 is a front elevation of the adjusting stop shown in Fig. 9.

Fig. 11 is an enlarged side elevation of one of the inner sets of the brake head supporting and operating devices showing the brake shoe in the released position with parts in section taken on the line H-H of Fi 12, and indicating in dotted lines the relative amount of wear for the brake shoes and treads of the wheels and the manner of adjusting the stops for engaging the contact projections on the brake heads, and

Fig. 12 is a vertical section taken on the line l2-l2 of Fig. 11.

'As shown in the drawings my brake rigging is illustrated as applied to a four wheeled truck for a high speed electric train I composed of two cars of similar construction, each having a motor truck 2, at one end of each car and a centrally arranged articulated and supporting truck 3 for the inner ends of the two cars, one half of said truck being under the inner ends of each car.

In Fig. 1 for illustration I have shown one car of the train and a portion of the adjacent car, but it will be understood that the trucks and the brake rigging for each car will be the same but operated independently in the reverse direction.

Referring first to the brake mechanism for the motor truck, 4 indicates the truck frame, 5 the bolster, 8 the wheels and l the axles having motors mounted thereon as at 8. It will be noted that the brake mechanism on each side of the truck is constructed in a similar manner and a description of this mechanism at one side of the truck will apply to both.

As indicated in Figs. 1, 3, and 7 the right hand end of the motor truck and brake mechanism therefor will be adjacent to the end of the car illustrated.

The dead truck levers, hanger links, live truck lever and fulcrum levers for each wheel are all duplicated in order that construction and maintenance may be effected at a minimum cost, but as they are connected and adjusted somewhat differently, a detailed description of each brake mechanism for a pair of wheels will be given, it being understood that the parts are duplicated on each side of the truck.

A lug bracket 9 extends from the right hand end of the truck frame to which is pivoted by means of a bolt ID a pair of spaced vertically disposed dead truck levers H between which a brake head I 2 is pivoted at an intermediate point by means of a bolt l3, and a brake shoe I4 is secured to the brake head by means of a tapered key in the usual manner, said brake shoe being adapted to frictionally engage the tread of the wheel.

The brake head l5 on the opposite side oi.v the wheel carrying the brake shoe i5 is supported and connected by means of a pair of spaced hanger links H and a single centrally vertically disposed live truck lever l8. The upper ends of the hanger links H are pivoted as at l9 to spaced flanges 20 extending from the truck transom 2|. The lower ends of the centrally disposed live truck lever 8 and the pair of spaced hanger links H are pivoted to the brake head |5 by means of a single bolt 22.

Between the centrally disposed live truck lever i8 and each hanger link |7 is a vertically disposed dead fulcrum lever 23. These two fulcrum levers 23 and the centrally disposed live truck lever l8 are pivoted together at an intermediate point as at 24. A guide plate 25 engages the face of the outer hanger link I! and has a flanged end. 26 attached to a flange 21 extending from the truck frame. By this guiding means for the links the brake shoe will be movable in a substantially straight line transversely of the wheels between the guide and the flange of the wheel.

The lower ends of the fulcrum levers 23 are splayed apart and pivoted as at 28 to one end of a pair of spaced connecting bars 29. These spaced connecting bars extend on each side of the car wheel with their opposite ends attached to the lower ends of the spaced dead truck levers I I, while the inner ends are provided with a plurality of perforations 30 to allowfor adjustment. The upper ends of the dead fulcrum levers 23 are pivotally attached as at 3| to a link 32 which has its opposite end pivoted as at 33 to flanges 34 which extend upwardly from the truck frame.

The left hand end of the truck frame is constructed in a similar manner to that of the right hand end having a lug bracket 35 extending therefrom to which. is pivoted by means of a bolt 36 a pair of spaced vertically disposed dead truck levers 31, between which a brake head 38 is pivoted at an intermediate point by means of a bolt 39 and a brake shoe 40 is secured to the brake head adapted to frictionally engage the tread of the wheel 6.

A brake head 4| at the opposite side of the wheel is supported and connected by means of a pair of spaced hanger links 42 and a single centrally disposed live truck lever 43. The upper ends ofv the spaced hanger links 42 are pivoted as at 44 to spaced flanges 45 extending from the truck transom 46.

The lower ends of the centrally disposed live truck lever 43 and the pair of spaced hanger links 42 are pivoted to the brake head by means of a single bolt 41. Between the centrally disposed live truck lever 43 and each hanger link 42 is a live fulcrum lever 48. The two live fulcrum levers 48 and the centrally disposed live truck lever 33 are pivotally connected together at an intermediate point as at 49. The lower ends of the fulcrum levers 48 are splayed apart and pivoted as at 50 to one end of a pair of. spaced connecting bars 5|. These spaced connecting bars extend on each side of the car wheel with their opposite ends pivotally attached by means of a bolt 52 to the lower ends of the spaced dead truck levers 3? on the opposite side of the wheel. The inner ends of the connecting bars 5| are provided, with a plurality of perforations 53 to allow the lower pivoted ends of the live fulcrum levers id to be adjusted as the wheel tread and brake shoes become worn by frictional contact, while the opposite ends of the connecting bars 5i have a takeup device for adjusting the lower ends ofv the dead truck levers 31, as indicated more clearly in Figs. l, 5 and 6. In this takeup device the bolt 52 for attaching the lower ends of the dead truck levers 31 extend through a slot 54, in each of the connecting bars 5|. A spacing member 55 is mounted on the bolt 52 between the dead truck levers 37 having a tubular projection 55 which is threaded to receive the inner end of a set bolt 5? and has a lock nut 58 mounted thereon for holding it in an adjusted position. This set bolt 51 has a collar 59 centrally formed thereon and a threaded outer portion 65 and squared end 6|. This threaded outer portion extends through a supporting block 62 and is clamped thereto between the collar 59 and a nut 63. This supporting block 62 has reduced threaded end portions 64 which extend through perforations in the ends of the connecting bars 5| and is provided with nuts thereon for securing the parts together.

A guide plate 65 similar to the guide plate 25 engages the face of the outer hanger link 62 and has .a flanged end G6 attached to a flange 5'. extending from the truck frame.

The upper ends of the two live truck levers l8 and 43 are connected together by means of a connecting rod 68.

The upper ends of the live fulcrum levers 48 are perforated and provided with tubular spacing members 69 which are welded to the sides of the live fulcrum levers. A pair of spaced pull rods 76 have their inner ends pivotally attached by means of a bolt ii to the tubular ends of the spacing members. These spaced pull rods extend on opposite sides of the car wheel and the outer ends are spaced and attached together by means of a tubular spacing member 52 and bolt 73. An equalizing bar it having a pull rod connection with a brake cylinder 15 is supported in keepers 11 mounted on the truck frame 4.

One end of the equalizing bar is pivotally attached by means of a bolt 18 to a bifurcated extension 19-of the tubular spacing member 12. The opposite end of the equalizing bar is connected in a similar manner to a duplicate set of brake rigging on the opposite side of the truck.

An L-shaped bracket 89 is secured by means of the bolt H to the inner end of the pull rod 19 to which is secured an eye bolt 8| by means of nuts 82. A helical spring 83 has one end attached to the eye bolt 8! and the opposite end secured to the truck frame 4 as at, adapted to release the brakes.

The brake shoes are all attached to the brake heads by means of a wedge key which is the usual standard practice. My brake heads however are each formed with a contact projection 85 each adapted to engage the inclined lower surface of an adjustable stop 86 which is adapted for vertical adjustment to limit the movement of the brake shoes and maintain them in proper position relative to the wheel with which they come in frictional contact, and to further provide a simple and efficient means of equalizing the wear of the brake shoes. These stops 86 are adjustably attached to the car truck by means of bolts 81 which pass through slots 88 in the stops. In this manner any required vertical adjustment for each stop 86 can be secured to allow the contact projection 85 of each brake head to engage the stop at the proper angle, so that when the brakes are set the frictional contact surfaces of all of the brake shoes will engage the wheel treads concentrically at all times.

In standard practice the tread of the wheel is allowed to wear down one and one-half inches before the wheel is discarded, while the brake shoe is allowed to wear one and one-eighth of an inch before being replaced by a new brake shoe, as indicated'in dotted lines in Fig. 11. To allow for this wear the pivotal points between the ends of the connecting bars 29 and 51 and the lower ends of the truck and fulcrum levers and the vertical position of the stops 86 can be adjusted if required.

After the truck and. fulcrum levers have been connected up in the desired positions and the stops 85 adjusted to allow the frictional contact faces of the brake shoes when set to all concentrically engage the treads of the wheels as indicated in the drawings. no other adjustment will normally be required, but as the contact surfaces of the wheels and the brake shoes do not always wear uniformly this may be necessary at times.

Referring now to the articulated truck brake rigging illustrated in Figs. 1, 2, andS, the truck frame 3 itself is of the same construction as the motor truck frame 4. The articulated brake rigging for each half of the truck under one car is operated simultaneously with the brake rigging for the motor truck under that car and independent of the brake rigging similarly operated under the adjacent car.

The right hand end of truck 3 shown and the articulated brake rigging therefor is somewhat similar to that for the right hand end of the motor truck above desscribed and where the parts are duplicated the same reference numerals will apply thereto. In this construction however the centrally disposed truck lever 89 is a dead truck lever having its lower end attached to the brake head and its upper end connected as at 98 to a pair of links 9|, said links having their opposite ends pivoted as at 92 to a flange 93 extending upwardly from the truck transom. The top ends of the fulcrum levers 94 have a link 95 and a bracket plate 96 attached thereto by means of a bolt 91. An equalizing bar 98 is pivoted to a bifurcated extension of the link 95 by means of a bolt 99 and a pull rod. I09 is attached to the central portion of the equalizing bar which is connected with the brake cylinder 16 for actuating the mechanism. The brake rigging on the left hand end of the truck (not shown) is the same as that for the right hand portion of the truck having an equalizing bar Ill! and a pull rod I92 which is operated by the brake cylinder of the car under which it is located but in the reverse direction to that on the right hand portion of the truck. As indicated in Fig. 8 helical springs M3 connect the ends of the two equalizing bars together for the purpose of releasing the brakes after they have been set. I may however attach a separate spring to each end of the equalizer bars and secure the opposite ends of said springs to the truck frame.

The operation of my braking mechanism is as follows: Assuming that the brake shoes are in the released position as indicated in Fig. 11, the con tact projection 85 of the brake heads will then engage the inclined lower surfaces of the adjustable stops. The frictional contact surfaces of the brake shoes will then be held a short distance from the treads of the wheels. When it is desired to set the brakes fluid pressure is admitted to the brake cylinder 16 thereby moving the pull rods 15 and 102 and the equalizing bars M and 98 connected thereto inwardly towards the center of the car thereby transmitting braking power through the pull rods, equalizing bars and connecting bars to the fulcrum levers and the truck levers. In operation the brake heads H on the motor truck, and the brake heads H: on the truck 3 at the articulated end of the cars will be operated first until the brake shoes come in con tact with the tread of the wheels. During this movement of the brake head 15 carrying the brake shoe l6 on the motor truck will be swung nearly into contact with the tread of the wheel and will immediately afterwards engage the tread of said wheel. After the brake shoes carried by the brake heads at the inner side of the car wheels have engaged the treads of the wheels the fulcrum levers 48, 23 and 94 will rotate around the pivotal connections 24, 24 and 49 and through the connecting bars 29, 29 and 5| swinging the dead truck levers H, H and 3'! and the brake heads carrying the shoes inwardly into contact with the outer surfaces of the wheels. The brake mechanism will then be set in the position indicated more clearly in Figs. 2, 3, 7, and 8. When it is desired to release the brakes the fiuid pressure to the brake cylinder 19 is turned off and the pressure in the cylinder exhausted as is the usual practice. The springs 83 and I93 will then release the brakes.

In the drawings for illustration I have shown my brake rigging as applied and operated simultaneously on a four wheeled truck and half of another one, but it could be adapted for use with six or eight wheeled trucks equally as well or it could be arranged to operate one or a plurality of trucks simultaneously if desired.

Although I have shown and described my invention in considerable detail, I do not wish to be limited to the exact and specific details shown and described, but may use such substitutions, modifications or equivalents thereof, as are embraced within the scope of my invention, or as pointed out in the claims.

Having thus described my invention what I claim as new and desire to secure by Letters Patent is:

1. In a railway brake, a truck frame, wheels supporting said truck frame, a brake head disposed on each side of a wheel, a dead truck lever pivoted to the truck frame for supporting the brake head at one side of the wheel, a hanger link and a live truck lever supported by the truck frame and pivoted to the brake head on the opposite side of the wheel, a vertically disposed fulcrum lever pivoted to the live truck lever, a connecting bar pivoted to the dead truck lever and the fulcrum lever, and means for actuating the fulcrum lever.

2. In a railway brake, a truck frame, wheels for supporting said truck frame, a brake head disposed on each side of a wheel, a dead truck lever pivoted to the truck frame for supporting the brake head at one side of the wheel, a hanger link pivoted to the truck frame and a vertically disposed live truck lever for supporting the brake head at the opposite side of the wheel, a vertically disposed fulcrum lever pivoted to the live truck lever, means embracing the wheel for connecting the dead truck lever with the fulcrum lever, a brake cylinder for actuating the fulcrum lever in one direction, and resilient means for actuating the fulcrum lever in the reverse direction.

3. In a railway brake, a truck frame, wheels for supporting said truck frame, a brake head disposed at one side of a wheel, a dead truck lever for supporting the brake head at one side of the wheel, a hanger link pivoted to the truck frame and a vertically disposed live truck lever for supporting the brake head at the opposite side of the Wheel, a vertically disposed fulcrum lever pivoted to the live truck lever and connected to the dead lever, and means for actuating the fulcrum lever.

i. In a railway brake, a truck frame, a wheel associated therewith, live and dead truck levers pivotally supported on said frame and arranged on opposite sides of said wheel, a vertically disposed fulcrum lever pivoted to the live truck lever, means for connecting the fulcrum lever with the dead truck lever, a pull rod attached to the fulcrum lever, and means for actuating the pull rod.

5. In a railway brake, a truck frame, a wheel associated therewith, vertically disposed live and dead truck levers pivotally supported on said frame and arranged adjacent to the opposite sides of the periphery of said wheel, a vertically disposed fulcrum lever pivoted to the live truck lever at an intermediate point, a connecting bar having its opposite ends pivoted to the lower ends of the dead truck lever and the fulcrum lever, a pull rod pivoted at one end to the upper end of the fulcrum lever, an equalizing bar pivoted to the opposite end of the pull rod, and means for actuating the equalizing bar.

6. In a railway brake, a truck frame, a wheel associated therewith, a pair of vertically disposed dead truck levers at one side of the wheel pivoted to the truck frame, a brake head pivoted between the dead truck levers at an intermediate point, a brake head on the opposite side of the wheel, a pair of spacedvertically disposed hanger links supported by the truck frame and a centrally vertically disposed live truck lever having their lower ends pivoted to the brake head, a fulcrum lever on each side of the live truck lever, a piv otal connection between the live truck lever and the fulcrum levers at an intermediate point, a bar for connecting the lower ends of the dead truck levers and the fulcrum levers, a pull rod pivoted to the upper ends of the fulcrum levers, and means for actuating the fulcrum levers.

'7. In a railway brake, a truck frame, a wheel associated therewith, a pair of spaced vertically disposed dead truck levers at one side of the wheel having their upper ends pivoted to the truck frame, a brake head pivoted between the dead truck levers at an intermediate point, a. brake head on the opposite side of the wheel, a pair of spaced vertically disposed hanger links having their upper ends pivoted to the truck frame and a centrally vertically disposed live truck lever each having their lower ends pivoted to the brake head, a fulcrum lever on each side of the live truck lever between the hanger links, a pivoted connection between the fulcrum levers and the live truck lever at an intermediate point, a bar on opposite sides of the wheel for connecting the lower ends of the dead truck levers with the fulcrum levers, a pull rod pivoted to the fulcrum levers, means for guiding and limiting the movement of the brake heads, and means for actuating the pull rod.

8. In a railway brake, a truck frame, a wheel associated therewith, a pair of spaced vertically disposed dead truck levers at one side of the wheel having their upper ends pivoted to the truck frame, a brake head pivoted between the dead truck levers at an intermediate point, a brake head on the opposite side of the wheel, a pair of spaced vertically disposed hanger links having their upper ends pivoted to the truck frame, a centrally vertically disposed live truck lever between the hanger links, said hanger link and centrally disposed live truck lever having their lower ends pivoted to the brake head, a live fulcrum lever between each hanger link and the live truck lever, a pivotal connection between the live fulcrum levers and the live truck lever at an intermediate point, a bar on opposite sides of the wheel for connecting the lower ends of the dead truck levers with the fulcrum levers, means for adjusting the brake heads, means for guiding and limiting the movement of the brake heads, a pull rod pivoted to the live fulcrum lever, and means for actuating the pull rod.

9. In a railway brake, a truck frame, a wheel associated therewith, a pair of spaced dead truck levers having their upper ends pivoted to the truck frame, a brake head pivoted between the spaced dead truck levers at an intermediate point, a single centrally disposed dead truck lever at the opposite side of the wheel having its upper end pivotally connected to the truck frame, a pair of spaced hanger links having their upper ends pivoted to the truck frame, a brake head pivotally connected to the lower ends of said centrally disposed dead truck lever and the hanger links,

a vertically disposed fulcrum lever between the centrally disposed dead truck lever and the hanger links, a pivotal connection between the centrally disposed dead truck lever and the fulcrum levers, means for connecting the lower ends of the pair of spaced dead truck levers and the fulcrum levers, a pull rod pivotally connected to the upper end of the fulcrum levers, and independent means for actuating the pull rods in opposite directions.

10. In a railway brake, a truck frame, a wheel associated therewith, a brake head disposed on opposite sides of the wheel, a pair of hanger links and a centrally disposed dead truck lever each having their upper ends pivoted to the truck frame and their lower ends to a brake head at one side of the wheel, a vertically disposed fulcrum lever between the centrally disposed dead truck lever and each hanger link, a pair of spaced dead truck levers pivoted to the truck frame for supporting the brake head at the opposite side of the wheel, a bar on opposite sides of the wheel for connecting the lower ends of the pair of dead truck levers with the fulcrum levers and an equalizing bar pivotally connected to the fulcrum levers, and means for actuating the fulcrum levers.

11. In a railway brake, a truck frame, a pair of wheels at each side of the truck frame associated therewith, a brake head disposed on opposite sides of each wheel, a dead truck lever pivoted to the truck frame for supporting a brake head at one side of each wheel, a hanger link and a live truck lever pivotally connected to the truck frame having their lower ends pivotally attached to each brake head on the opposite side of each wheel, a vertically disposed fulcrum lever pivoted to each live truck lever, a rod connecting the live truck levers at each side of the truck, a bar connecting each dead truck lever with a fulcrum lever, a pull rod attached to one of the fulcrum levers on each side of the truck frame, an equalizing bar for connecting the pull rods, and means for actuating the equalizing bar.

12. In a railway brake, a truck frame, a pair of wheels at each side of the truck frame associated therewith, a brake head disposed on opposite sides of each wheel, a pair of spaced dead truck levers pivoted to the truck frame for supporting a brake head at one side of each wheel, a hanger link and a live truck lever pivotally connected to the truck frame having their lower ends pivotally attached to each brake head on the opposite side of each wheel, a vertically disposed live fulcrum lever pivoted to one of the live truck levers on each side of the truck frame, a vertically disposed dead fulcrum lever pivoted to the other live truck lever on each side of the truck frame, a bar connecting each dead truck lever with a fulcrum lever, a rod connecting the live truck levers together at each side of the truck, a bar connecting each dead truck lever with a fulcrum lever, a pull rod attached to the live fulcrum lever on each side of the truck frame, an equalizing bar for connecting the pull rods, and means for actuating the equalizing bar.

13. In a railway brake, a truck frame, a pair of wheels at each side of the truck frame associated therewith, a brake head disposed on opposite sides of each wheel, a pair of spaced dead truck levers pivoted to the truck frame for supporting a brake head at one side of each wheel, a pair of spaced hanger links and a centrally disposed live truck lever pivotally connected to the truck frame having their lower ends pivotally attached to each brake head on the opposite side of each wheel, a vertically disposed live fulcrum lever on each side of one of the live truck levers on each side of the truck frame, a pivotal connection between the live truck levers and the live fulcrumlevers at an intermediate point, a vertically disposed dead fulcrum lever on each side of the other live truck lever on each side of the truck frame, a pivotal connection between each of the live truck levers and the dead fulcrum levers at an intermediate point, a rod connecting the live truck levers together at each side of the truck, a bar on opposite sides of each wheel for connecting each pair of dead truck levers with a pair of fulcrum levers, a pull rod attached to the live fulcrum lever on each side of the truck frame, an equalizing bar for connecting the pull rods, and means for actuating the equalizing bar.

14. In a railway brake, a truck frame, a pair of wheels at each side of the truck frame associated therewith, vertically disposed dead and live truck levers on opposite sides of each wheel pivotally supported from the truck frame, a fulcrum lever pivoted to each live truck lever at an intermediate point, a rod connecting the live truck levers together at each side of the truck frame, means for connecting each of the dead truck levers with a fulcrum lever, a pull rod pivotally connected to one of the fulcrum levers on each side of the truck frame, an equalizing bar for connecting the pull rods together, and means for actuating the equalizing bar.

15. In a railway brake, a truck frame, a pair of wheels at each side of the truck frame associated therewith, a pair of spaced dead levers pivoted to the truck frame for supporting the brake heads at one side of each wheel, a pair of spaced hanger links and a centrally disposed live truck lever pivotally connected to the truck frame and having their lower ends pivotally attached to each brake head on the opposite side of each wheel, a vertically disposed fulcrum lever on each side of the live truck levers, a pivotal connection between each live truck lever and each pair of fulcrum levers, means for connecting each pair of dead truck levers with one of the fulcrum levers, a rod for connecting the live truck levers together on each side of the truck frame, pull rods attached to one of the fulcrum levers on each side of the truck frame, an equalizing bar for connecting the pull rods, and means for actuating the equalizing bar.

'16. In a railway brake, a truck frame, a pair of wheels at each side of the truck frame associated therewith, dead truck levers pivoted to the truck frame for supporting the brake heads at one side of each wheel, a pair of spaced hanger links and a live truck lever pivotally connected to the truck frame having their lower ends pivotally attached to each brake head at the opposite side of each wheel, a pair of vertically disposed fulcrum levers pivoted to each live truck lever at an intermediate point, means for connecting the live truck levers, means for connecting the dead truck levers at one side of each wheel with a fulcrum lever at the opposite side of each wheel, a pull rod attached to one of the fulcrum levers on each side of the truck frame, an equalizing bar for connecting the pull rods, and means for actuating the equalizing bar.

17. In a railway brake, a truck frame, a pair of wheels at each side of the truck frame associated therewith, live and dead truck levers pivotally supported on said truck frame and arranged on opposite sides ofeach wheel, a pair of vertically disposed fulcrum 'levers pivoted to each live truck lever, bars for connecting each fulcrum lever on one side of the wheel with the dead truck levers at the opposite side of said wheels, a pull rod attached to one of the fulcrum levers at each side of the truck frame, and means for actuating the pull rods simultaneously.

18. In a railway brake, a truck frame, spaced wheels on each side of the truck frame associated therewith for supporting said truck frame, brake shoes disposed on each side of each wheel, dead truck levers arranged in pairs in supporting relation to the brake shoes on one side of each wheel, a single centrally disposed live truck lever for supporting the brake shoes on the opposite side of each wheel, a rod connecting the live truck levers on each side of the truck frame, vertically arranged fulcrum levers disposed in the plane of the tread of each wheel and pivoted at an intermediate point to each live truck lever, bars on opposite sides of each wheel connecting eachfulcrum lever with a pair of dead truck levers, pu-ll rods attachedto one of the fulcrum levers on each side of the truck frame, and an equalizing bar for connecting the pull rods, and means for actuating the equalizing bar.

19. In a railway brake, a truck frame, a pair of spaced Wheels on each side of the truck frame associated therewith for supporting the truck frame, brake shoes at opposite sides of said wheels, a pair of dead levers at opposite ends of each side of the truck frame arranged in pairs in supporting relation to the brake shoes on one side of each wheel, asingle centrally disposed live truck lever connected to the truck frame for supporting the brake shoes on the opposite side of each wheel, a rod connecting the live truck lever on each side of the truck frame, a live fulcrum lever pivoted at an intermediate point to one of the live truck levers at each side of the truck frame, a dead fulcrum lever pivoted at an intermediate point to the other live truck lever at each side of the truck frame, bars on opposite sides of the wheels for connecting each fulcrum lever with a pair of dead truck levers, a pull rod attached to the'live fulcrum lever on each side of the truck frame, an equalizing bar for connecting the pull rods, and means for actuating the equalizing bar.

V 20. In a railway brake, a truck frame, a pair of spaced wheels at each side of the truck frame associated therewith for supporting the said truck frame, brake shoes disposed on each side of each wheel, dead levers arranged in pairs in supporting relation to the brake shoes on one side of each wheel, a single centrally disposed live truck lever for supporting the brake shoes on the opposite side of each wheel, a rod connecting the live truck levers on each side of the truck frame, a vertically disposed fulcrum lever on each side of one of the live truck levers at each side of the truck frame, a pivotal connection between each pair of live fulcrum levers and each live truck lever at an intermediate point, a vertically disposed dead fulcrum lever on each side of the other live truck levers at .each side of the truck frame, a pivotal connection between each pair of dead fulcrum levers and each live truck lever at an intermediate point, means for connecting each pair of dead truck levers with a fulcrum lever, a pull rod attached to each live fulcrum lever on each side of the truck frame, an equalizingbar connecting the pull rods, a brake cylinder for actuating the equalizing bar to apply the brake shoes to the wheels, and a spring connected to each live fulcrum lever and the truck frame for releasing the brakeshoes from the wheels.

' 21. In a railway brake, a truck frame, a pair of spaced wheels at opposite sides of the truck frame in supporting relation therewith, a brake head disposedon opposite sides of eachrwheel, dead truck levers arranged in pairs pivoted to the truckframe for j supporting the brake head at one side'of each wheel,'a pair of hanger links and asingle live truck leversupported by the truck fram'e'and pivoted to each brake head on the opposite side of each wheel, a fulcrum lever vertically disposed in the plane of the wheel treads pivoted to the live truck levers at an intermediate point; a connecting bar pivoted to .each -pair'of dead truck levers and the fulcrum levers, and means for actuating, the fulcrum levers.

: 1 22. In 'a railway brake, a truck frame, a pair of spaced wheels at opposite sides of the truck frame in supporting relation-therewith, a brake head disposed on opposite sides of each wheel,- dead truck levers arranged in pairs pivoted to the truck frame for supporting the brake head at one side of each wheel, a pair of hanger links and a live truck lever supported by the truck frame and pivoted to each brake head on the opposite side of each wheel, a pair of live fulcrum levers vertically disposed in the plane of the wheel treads and pivoted to one of the live truck levers at an intermediate point at each side of the truck frame, a rod connecting the live truck levers on each side of the truck frame, a pair of dead fulcrum levers vertically disposed in the plane of the wheel treads pivotally connected to one of the live truck levers at an intermediate point on each side of the truck frame, means for connecting each of the fulcrum levers with a pair of dead levers, and means for actuating the fulcrum levers. V

23. In a railway brake, a truck frame, a wheel associated therewith, live and dead truck levers pivotally supported on said truck frame and ar-- ranged vertically in the plane of the wheel at opposite sides thereof, a vertically disposed fulcrum lever pivotally supported at an intermediate point by one of the live truck levers at one side of the wheel, a bar on each side of the wheel for connecting the fulcrum lever with the dead truck lever at the end of the truck frame, and means for actuating the fulcrum lever.

24. In a railway brake, a truck frame, a pair of wheels at each side of the truck frame associated therewith, live and dead truck levers pivotally supported on said frame and arranged vertically in the plane of each wheel at opposite sides thereof, a pair of vertically disposed live fulcrum levers pivotally supported by one of the live truck levers at each side of the truck frame, a pair of vertically disposed dead fulcrum levers pivotally supported by the other live truck lever at each side of the truck frame, a rod connecting the live truck levers on each side of the truck frame, a bar on each side of each wheel for connecting a fulcrum lever at one side of each wheel with a dead truck lever at the opposite side of each of said wheels, and means for actuating the fulcrum levers.

25. In a railway brake for an articulated car construction comprising two car bodies pivotally connected at their adjacent ends, a single truck supporting both of said car ends, wheels at opposite ends of the truck at each side thereof, a brake head disposed on opposite sides of each wheel, a dead truck lever pivoted to the truck frame for supporting a brake head at opposite sides of each wheel, a vertically disposed live fulcrum lever pivotally supported at an intermediate point on one of the dead truck levers at opposite sides of each end of the truck frame, and independent means for actuating the live fulcrum levers at each end of the truck.

26. In a railway brake for an articulated car construction, comprising two car bodies pivotally connected at their adjacent ends, a single truck supporting both of said car ends, a wheel at opposite ends of the truck at each side thereof, a brake head disposed on opposie sides of each wheel, a dead truck lever at opposite sides of each wheel pivoted to the truck frame for supporting each brake head, a vertically disposed live fulcrum lever pivotally supported at an intermediate point on one of the truck levers at opposite sides of each end of the truck frame, means for connecting the fulcrum levers at one side of the wheels with the dead levers at the opposite side of the wheel, an equalizing bar for connecting the fulcrum levers, a truck at the opposite end of each car, a pair of wheels at each side of each truck, a brake head disposed on opposite sides of each wheel, a dead truck lever pivoted to the truck frame for supporting a brake head at one side of each wheel, a live truck lever for supporting the brake heads at the opposite side of each wheel, a vertically disposed fulcrum lever pivotally attached at an intermediate point to each live truck lever, a rod connecting the live truck levers at each side of the truck, a bar connecting each dead truck lever with a fulcrum lever, a pull rod attached to one of the fulcrum levers on each side of the truck, an equalizing bar for connecting the pull rods, and means for simultaneously actuating the equalizing bars on both trucks.

27. In a railway brake for an articulated car construction, comprising two car bodies pivotally connected at their adjacent ends, a single truck supporting both of said car ends, a wheel at opposite ends of the truck at each side thereof, a brake head disposed on opposite sides of each wheel, a dead truck lever pivoted to the truck frame for supporting each brake head, a vertically disposed live fulcrum lever pivotally connected at an intermediate point on one of the truck levers at opposite sides of each end of the truck frame, means for connecting the fulcrum levers at one side of each wheel with the dead levers at the opposite side of the wheels, an equalizing bar for connecting the fulcrum levers, a motor truck under the opposite end of each car, a pair of wheels on each side of the motor truck associated therewith, a brake head disposed on opposite sides of each wheel, a dead truck lever pivoted to the truck frame for supporting the brake heads at one side of each wheel, a vertically disposed live truck lever for supporting the brake heads at the opposite sides of the wheels, a vertically disposed fulcrum lever on each side of each live truck lever and pivoted thereto at an intermediate point, means for connecting the live truck levers together, means for connecting the dead truck levers with the fulcrum levers, a brake cylinder for simultaneously actuating the fulcrum levers on the motor truck and the end portion of the articulated brake rigging under each car, and resilient means for releasing the brakes.

28. In a railway brake for an articulated car construction, comprising two car bodies pivotal 1y connected at their adjacent ends, a single truck supporting both of said car ends, a wheel at opposite sides of one end of the truck under the end of one car, a brake head disposed on opposite sides of each wheel, a dead truck lever pivotally connected to the truck frame for supporting the brake heads at one side of each Wheel, a hanger link and a vertically disposed dead truck lever pivoted to the truck frame for supporting the brake heads at the opposite side of each wheel, a motor truck at the opposite end of the car, a pair of wheels on each side of said motor truck, a brake head disposed on opposite sides of each wheel, a dead truck lever pivoted to the truck frame for supporting the brake heads at one side of each wheel, a hanger link pivoted to the truck frame and a vertically disposed live truck lever for supporting the brake heads at the opposite side of each wheel, a pair of vertically disposed fulcrum levers pivoted to each of the live truck levers of the motor truck, a pair of vertically disposed fulcrum levers pivoted to one of the dead levers of the truck under the articulated end of the car, means for connecting the fulcrum levers and the dead truck levers together, and means for actuating the fulcrum levers of both trucks simultaneously.

HARRY S. WHITFORD. 

